JPH0131800Y2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a variable inertia mass type flywheel device that suppresses fluctuations in the output torque of the output shaft of an engine.

In general, in internal combustion engines such as gasoline engines and diesel engines, the only stroke that produces output is the explosion stroke, and the exhaust, intake, and compression strokes consume power, so the rotation of the crankshaft is difficult to smooth. Therefore, the number of cylinders is increased and the strokes of each cylinder are combined evenly, but this alone is not sufficient, so a flywheel 2 is installed at the rear end of the crankshaft 1 as shown in Fig. 1.
The rapid rotational force of the explosion stroke is stored in the flywheel 2, and rotation is made smooth during the other strokes.

By the way, the conventional flywheel 2 is disc-shaped, and for example, the flywheel 2 is often made thicker at the circumference to increase the inertia as much as possible and to reduce the weight. There is. However, in the conventional configuration described above, the weight of the flywheel 2 was constant, so when the weight of the flywheel 2 is relatively large, it is easy to suppress fluctuations in the output torque in the low rotation range of the engine. Although stability can be improved, when the engine speed is accelerated, the inertia force due to the rotation of the flywheel 2 acts as resistance, so there is a problem that it is difficult to improve acceleration performance, and when the engine speed is decelerated, the engine There was also the problem that the braking effect of the brakes deteriorated.

This idea was made in view of the above points,
The purpose is to provide a variable inertial mass type flywheel device that can improve engine acceleration performance and enhance the braking effect of engine braking during engine deceleration.

This invention will be described below with reference to embodiments shown in the drawings. 2 to 4 show an embodiment of this invention, and 11 is a crankshaft (output shaft) of the engine. A main flywheel 12 is connected to the rear end of the crankshaft 11. The main flywheel 12 is a disc-shaped member, and its central portion is attached to the rear end surface of the crankshaft 11 via an attachment 14 with a plurality of bolts 13 . Furthermore, a bent edge 15 is formed on the outer circumference of the main flywheel 12 and is bent inward. An inclined surface 16 is formed at the base end of the inner surface of the bent edge 15, and a ring gear is provided on the outer peripheral surface of the bent edge 15. Further, a sub flywheel 17 is provided inside the main flywheel 12 so as to face the main flywheel 12. This sub-flywheel 17 is a substantially ring-shaped member, and one end surface side of this sub-flywheel 17 has a bent edge 15 of the main flywheel 12.
A ring-shaped guide groove 19 is formed on the insertion portion 18 to be inserted into the inner side of the insertion portion 18 and the other end surface thereof. Furthermore, a ring-shaped protrusion 21 is formed on the inner circumferential surface 20 of the sub-flywheel 17, and a ring-shaped elastic body 22 made of heat-resistant rubber or the like is formed on the main flywheel 12 side of the protrusion 21. The outer peripheral surface is fixed by baking or other means. Further, the inner peripheral surface of this elastic body 22 is fixed to the outer peripheral surface of a cylindrical support member 23 by means such as baking. This support member 23 is rotatably attached to the outer peripheral surface of an attachment 14 at the rear end of the crankshaft 11 via a ball bearing 24. Further, a spring receiver 26 is attached to the end surface of the supporting member 23 on the side opposite to the main flywheel 12 side by a plurality of bolts 25 . Furthermore, a disc spring (spring member) is provided between the spring receiver 26 and the convex portion 21 of the sub flywheel 17.
27 is disposed, and the biasing force of the disc spring 27 keeps the sub flywheel 17 pressed against the main flywheel 12 at all times. Note that the insertion portion 18 of the sub flywheel 17
An inclined surface 28 facing the inclined surface 16 of the main flywheel 12 is formed at the outer peripheral edge of the tip of the main flywheel 12. A contact body 29 such as a clutch finishing material is attached to this inclined surface 28, and this contact The main flywheel 12 and the sub flywheel 17 come into contact with each other via the body 29. Further, the tip of an electromagnet (operating section) 30 is inserted into the guide groove 19 of the sub flywheel 17, and when the electromagnet 30 is not energized, the sub flywheel 17 is attached to the disk spring 27. It is held in a state where it is pressed against the main flywheel 12 side by force. Therefore, the sub flywheel 17 is connected to the main flywheel 12, and as the crankshaft 11 rotates, both the main and sub flywheels 1
2 and 17 rotate integrally. The base end of the electromagnet 30 is attached to a fixed part such as a crankcase 31, for example.

Next, FIG. 3 shows a control circuit, and the electromagnet 30 shown in FIG. 2 is turned on and off by a control unit 32 such as a microcomputer.
It is becoming more and more common. A vehicle speed sensor 33 that detects vehicle speed is connected to this control section 32.
A vehicle speed signal from this vehicle speed sensor 33 is input to the control section 32. Furthermore, numeral 34 is a front vehicle height sensor that detects the vehicle height at the front of the vehicle (front vehicle height) by the contraction and expansion of the front suspension, and 35 is a front vehicle height sensor that detects the vehicle height at the rear of the vehicle (rear vehicle height) by the contraction and expansion of the rear suspension. ) is a rear vehicle height sensor that detects
Vehicle height signals output from the front vehicle height sensor 34 and the rear vehicle height sensor are input to the control section 32.

Next, the operation of this device configured as described above will be explained. The control unit 32 operates as shown in FIGS. 4A and B based on the vehicle speed signal input from the vehicle speed sensor 33, the front vehicle height input from the front vehicle height sensor 34, and the rear vehicle height input from the rear vehicle height sensor 35. The process shown in the flowchart is performed to change the energization state of the electromagnet 30 and change the inertial mass of the flywheel. In FIG. 4A, first, in step S1, it is determined based on the vehicle speed signal whether the vehicle speed is above a certain value (for example, 40 km). Step S above
If ``YES'' is determined in Step 1, that is, the vehicle speed is determined to be above a certain value, the process proceeds to step S2, where it is determined whether or not the direction of change of the front vehicle height sensor 34 is positive.
Here, when the direction of change is "+", the suspension is contracted and the vehicle height is lowered, and when the direction of change is "-", the suspension is extended and the vehicle height is raised. ing. If the determination in step S2 is ``YES'', the process proceeds to step S3, where it is determined whether the direction of change of the rear vehicle height sensor 35 is ``-''. If the determination in step S3 is ``YES'', the process advances to step S4. In other words, when the vehicle height at the front of the vehicle decreases and the vehicle height at the rear increases, it is determined that the vehicle is in a deceleration state and the process proceeds to step S4. In step S4, it is determined that the rate of change of the front vehicle height sensor 34 (that is, the rate of change of the front vehicle height) is equal to or greater than a predetermined value A. If “YES” is determined in this step S4,
Proceeding to step S5, it is determined whether the rate of change of the rear vehicle height sensor 35 (that is, the rate of change of the rear vehicle height) is greater than or equal to a predetermined value B. Furthermore, if the determination in step S5 is ``YES'', the process proceeds to step S6, where "deceleration" is stored in a predetermined memory area of the control section 32 as data (hereinafter referred to as deceleration data). In other words, if the vehicle height at the front of the vehicle decreases, the vehicle height at the rear increases, and the rate of change in the front vehicle height and rear vehicle height is greater than or equal to a predetermined value, it is determined that the vehicle is decelerating.
Then, in step S7, it is determined whether there are three pieces of deceleration data. If the determination in step S7 is ``YES'', the process proceeds to step S8, where the deceleration data is averaged. Then, the process proceeds to step S9, where it is determined whether or not deceleration is to be performed. That is, in step S9, it is determined whether the rate of change in vehicle height of the front vehicle height sensor 34 and rear vehicle height sensor 35 is maintained at 0 or a very small value for a certain period of time or more. In other words, if the vehicle height at the front of the vehicle is lowered, the vehicle height at the rear of the vehicle is increased, and this vehicle height is maintained for a certain period of time or more, a ``YES'' determination is made in step S9. If the determination in step S9 is ``YES'', the process proceeds to step S1.
Go to 0. In step S10, the electromagnet 30 is energized, the sub flywheel 17 is attracted to the electromagnet 30, and the sub flywheel 17 moves to the left in FIG. 2 against the biasing force of the disc spring 27. Therefore, since the sub flywheel 17 is separated from the main flywheel 12, as the crankshaft 11 rotates, the main flywheel 1
Only 2 rotates. Therefore, in this case, the inertial mass generated in the crankshaft 11 can be reduced, so that the braking effect of the engine brake during deceleration can be improved. Thereafter, the process advances to step S11 to clear the deceleration data and return to step S1.

On the other hand, if "NO" is determined in step S2, that is, the front suspension is determined to be extended, the process proceeds to step S12. This step S1
In step 2, it is determined whether the direction of change in the rear vehicle height sensor 35 is +, that is, contraction. This step S1
If ``YES'' is determined in step 2, step S
13, it is determined whether the rate of change of the front vehicle height sensor 34 is equal to or greater than a predetermined value C. Furthermore, the above step S1
If the determination in step S3 is ``YES'', the process proceeds to step S14, where it is determined whether the rate of change of the rear vehicle height sensor 35 is equal to or greater than a predetermined value D. If the determination in step S14 is ``YES'', the process advances to step S15 in FIG. 4B. In other words, the above step S2,
In S12 to S14, if the vehicle height at the front of the vehicle increases and the vehicle height at the rear decreases, and the rate of change in the front vehicle height and rear vehicle height is greater than a predetermined value, it is determined that the vehicle is accelerating, and the process proceeds to step S15. move on. In step S15, "acceleration" is stored as data (hereinafter referred to as acceleration data) in a predetermined memory area of the control section 32. Then, in step S16, it is determined whether or not there are three pieces of acceleration data. If the determination in step S16 is ``YES'', the process proceeds to step S17, where the acceleration data is averaged. Then, the process proceeds to step S18, where it is determined whether or not acceleration is to be performed. That is, in this step S18, the front vehicle height sensor 34 and the rear vehicle height sensor 3
It is determined whether the rate of change in vehicle height No. 5 is maintained at 0 or a very small value for a certain period of time or more. In other words, if the vehicle height at the front of the vehicle increases, the vehicle height at the rear decreases, and this vehicle height is maintained for a certain period of time or more, a ``YES'' determination is made in step S18. In step S18, the electromagnet 30 is energized, the sub flywheel 17 is attracted to the electromagnet 30, and the sub flywheel 17 moves to the left in FIG. 2 against the biasing force of the disc spring 27. Therefore, since the sub flywheel 17 is separated from the main flywheel 12, only the main flywheel 12 rotates as the crankshaft 11 rotates. Therefore, in this case, the inertial mass generated in the crankshaft 11 can be reduced, so that acceleration performance can be improved. Thereafter, the process proceeds to step S20 to clear the acceleration data and return to step S1.

By the way, the above steps S1, S3 to S5, S
9, S12 to S14, S18, if the determination is "NO", the process advances to step S21, where it is determined whether or not the sub flywheel 17 is connected.
If the determination in step S17 is "NO", the process advances to step S22 and the electromagnet 20 is no longer energized. Therefore, the secondary flywheel 17 is biased toward the main flywheel 1 by the biasing force of the disc spring 27.
It is held pressed against the 2nd side. Therefore, the sub flywheel 17 is the main flywheel 1.
As the crankshaft 11 rotates, both the main and sub flywheels 12 and 17 rotate integrally, so that the inertial mass generated in the crankshaft 11 can be increased. Thereby, fluctuations in output torque can be suppressed and stability can be improved. When the process of step S22 is completed, the process returns to step S1.

As described in detail above, according to this invention, it is possible to provide a variable inertial mass type flywheel device that can improve the acceleration performance of the engine and the braking effect of the engine brake when decelerating the engine.

[Brief explanation of the drawing]

Figure 1 is a perspective view of a conventional flywheel.
Figures 2 to 4 show an embodiment of this invention, with Figure 2 being a vertical sectional view of the main parts, Figure 3 being a schematic configuration diagram showing the control section, and Figures 4 A and B showing the operation. This is a flowchart for explaining. 11...Crankshaft (output shaft), 12...
... Main flywheel, 17 ... Sub-flywheel, 30 ... Electromagnet (operation section), 32 ... Control section,
33...Vehicle speed sensor, 34...Front vehicle height sensor, 3
5...Rear vehicle height sensor.

Claims (1)

[Scope of utility model registration request] A flywheel whose inertial mass can be varied by connecting or separating a main flywheel connected to an output shaft of an engine and a sub-flywheel provided opposite to the main flywheel, and this flywheel. an operating section that operates in the direction of separating the vehicle, front and rear vehicle height sensors that detect the front and rear vehicle heights of the vehicle, and the front and rear vehicle height sensors that detect when the rate of change in the front and rear vehicle height is above a certain level. A variable inertial mass type flywheel device comprising: a control section that uses the operation section to separate the sub flywheel from the main flywheel and switch to a state in which only the main flywheel rotates.